Nov. 26, 1904.] 
FOREST AND STREAM. 
4 58 
On November 18, at the meeting of the Society of 
Naval Architects, at the rooms of the American Society 
of Mechanical Engineers, Mr. Clinton H. Crane, the 
well-known designer of yachts and power launches, read a 
very instructive paper. He spoke of the assistance of the 
automobilist in the development of light weight motors 
for high speed launches. Mention was also made of 
lubrication troubles, especially the usual trouble of ex- 
cessive oil in the rear cylinder. This common defect 
ought to be easily overcome, and no doubt will be as 
soon as designers realize its importance. 
Mr. A. A. Packard, in his paper, called attention to 
lessons learned from the July motor boat races held under 
the auspices of the Eastern Y. C, regarding imperfect 
carburation and frequent adjustment of carburetors neces- 
sary when the boats changed their direction at the turns. 
There is another iesson to be learned which might be 
mentioned, and that is that the same carburation and ad- 
justment used on an automobile, where rarely the full 
power of the engine is utilized at a certain engine speed, 
is insufficient in marine work. In the motor boat the 
maximum engine speed gives the best result with each 
individual propeller tried. In order to get this best re- 
sult, the proportions of air and gasolene vapor must be 
very nearly perfect. In an automobile the engine will 
run with a mixture much too rich, and if it is in danger 
of stopping from overload, the clutch is thrown out or 
gears are changed. In a motor boat, if the mixture is too 
rich the speed of the engine slackens and the boat imme- 
diately feels it. In every high or low speed motor boat 
engine an auxiliary air supply is . absolutely necessary to 
perfect the mixture and get the maximum power out of 
the engine. Where once installed, we are safe to say, it 
has always proved of value, not only in increased power, 
but in decreased consumption of gasolene. The reason 
therefor is that the "wire-drawing" being less, larger 
charges of explosive gas are utilized, and a much finer 
adjustment of the proportions is permitted than with a 
needle valve in the gasolene supply. 
Recently, in one of our daily papers, we noticed that an 
excuse was offered for the failure of a high speed auto- 
boat not making better time that there was no pressure 
on the gasolene tank. We can readily see how no pressure 
on the tank may affect an automobile when going up hill, 
particularly if the engine is under the hood in front while 
the tank is in the body of the machine, and the machine 
is inclined as on a hill ; but where the level is always the 
same, as in a motor boat, it is hard to see how pressure 
would affect gasolene feed to a float feed carburetor, pro- 
viding there was sufficient sized piping from the tank. 
In the Yachtsman of November 3 there appears a very 
interesting- article by Rankin Kennedy, C.E., of Rankin 
Kennedy & Sons, on the hydraulic jet propeller. This 
method of propulsion has been twice tried by British 
naval authorities. The last time, in 1883, it developed but 
32.2 per cent, total efficiency against 50 per cent, with a 
similar screw propelled boat. In analyzing the results, he 
found from the official reports that the pump losses were 
no less than 54 per cent, and the loss in the jet 30 per 
cent. He found pump makers ready to furnish their 
product rated at 10 horsepower and higher with a guar- 
anteed, efficiency of 80 per cent. He made actual tests 
with various jets, with 12ft. to 16ft. head of water, and 
by means of specially designed jets noted efficiency of 
from 65 to 90 per cent. With 85 per cent, as standard jet 
efficiency, and 80 per cent, pump efficiency, he secured a 
result of 68 per cent. In 1883 the very best having been 
but 32.2 per cent., he shows over 100 per cent, improve- 
ment. 
The form of propeller showing best results is decidedly 
novel, and although it is not destined to take the place 
of the screw-propeller, it may be found useful in many 
cases for marine populsion. 
It is said that recent experiments at the Massachusetts 
School of Technology have shown an efficiency in water 
jets of better than 98 per cent. From this Mr. Kennedy 
makes the deduction that 80 per cent, pump efficiency and 
95 per cent, jet efficiency will produce a result of 76 per 
cent, against the very best screw-propeller efficiency ever 
obtained of 71 per cent. These experiments will no doubt 
be of interest to many engine builders and propeller 
designers. 
From Fishing- to Gasolene. 
Boston, Nov. 18. — Editor Forest and Stream: I have 
been so interested in F. K. Grain's articles on gas engines 
that for the first time in years, fishing crank though I am, 
the fishing columns of my Forest and Stream no longer 
claim my first attention. I feel that Mr. Grain's articles 
give a better and clearer explanation of the vagaries of 
the gas engine to the novice than anything I have yet 
seen, and wish to know if they are to appear in book 
form. With his book in my pocket, I am confident I shall 
no longer be obliged to search my brain for new invec- 
tives to hurl at that balky, oath-compelling motor of mine, 
and instead of a domineering; pitiless master, it will be- 
come a reliable and obedient servant. 
■ H erbert Austin. 
Gas Engines and Launches Being Exported. — The 
Lozier Motor Company report recent sales abroad as fol- 
lows: 36ft. cabin launch with 10 horsepower two-cycle 
double cylinder engines, for Punta Arenas, Chile; engines 
have also been shipped to Manila, Buenos Ayres, Cabanas, 
Cuba, and Mexico City. This firm's export trade is re- 
ported unusually good, and demand constantly increasing, 
notwithstanding high freight rates and duties. 
Gas Engines and Launches. 
(Continued from page 414J 
BY F. K. GRAIN. 
A Few Eoglie Wrinkles. 
A few wrinkles gleaned from a vast store of ex- 
perience will unquestionably be of help to some. 
Painting and Cleaning Engine. 
To repaint your engine, first clean it thoroughly with 
gasolene, then sandpaper it down and give it a coat of 
shellac, after which one good coat of enamel paint 
will produce a lasting finish. In order to preserve 
bright parts, keep them well greased with vaseline. 
Never clean your engine up or wipe it off after it has 
been used; allow the oil to stand on the surface and 
wipe it off oefore using. Brass work may also be kept 
bright by a coating of vaseline. 
Batteries. 
Dry batteries, when used, should be boxed, and it is 
a good plan to connect them in a box to the binding 
post on the outside, placing the coil also in the box, 
with the switch fastened to the outside. A strap handle 
can then be fastened to the box and the whole outfit 
removed and put under cover ashore. This will always 
preserve your batteries from moisture, save you not 
a little money, but a great deal of annoyance and 
trouble. ... • 
Spark Coils. 
Spark coils that have become thoroughly saturated 
with water may be dried out by putting them in an 
oven and, unless saturated with salt water, will probably 
not suffer very much. 
Insulations. 
Mica insulations, as used in the majority of engines, 
are made of hydraulic pressed mica. To make a home- 
made washer, take the ordinary stove mica and 
cut the washer out with a gouge. The mica tube 
can be wound over the spindle, by holding it under 
water while winding — this will prevent cracking. Round 
bullseyes of glass for sight feed lubricators can also be 
cut from glass by using a stout pair of shears, holding 
the whole under water. 
P<pe Sizes, Joints, Etc. 
In making pipe joints for gas or gasolene, use shellac 
on the joints, or if that is not at hand, ordinary brown 
soap will do where the joint is for gas only. Glue 
will make a very secure joint; but never use any form 
of lead on the joints. 
Steam, water and gas pipe is made in the following 
sizes: y 8 , %, 3/ 8 , %, H, 1, iJ4, all butt welded, and from 
thence up, varying half an inch, all lap welded, the meas- 
urements being the inside diameter. Brass pipe of the 
same sizes can also be had, usually seamless drawn. It 
is called brass pipe iron-size. Of course brass pipe is 
made in all kinds of varying sizes and thicknesses, called 
tubing, which is, however, not adapted to the stand and 
pipe threads. Brass and iron pipe can be bent into al- 
most any shape by filling it with melted resin, and after 
bending, dissolving the resin. The iron fittings, such as 
elbows, tees, etc., used in iron piping for gas engines, 
are generally of malleable iron and designated as gas 
fittings. Gasolene pipes, connecting the engine with 
the tank, are of either lead, brass or copper. The lead 
pipe, of course, can be bought at any plumber's; but 
for a really good outfit there is now on the market 
a seamless copper-annealed tubing, which is very 
strong, and yet can be bent into any shape. It has the 
advantage of being very small in diameter, and is gen- 
erally used double to prevent failure in case of stoppage 
of one of the tubes. 
Tools, 
Every launch should have an outfit of tools suitable 
for an adjustment to the engine. A good selection is 
an 8-inch and a 14-inch pipe wrench, a 10-inch monkey 
wrench and a small bicycle wrench. We add to this the 
usual small screwdriver, a pair of pliers, two or three 
files, and a sheet of emery cloth. The tools should be 
kept well greased and wrapped in an oiled cloth, and 
should be taken along every trip, as they will often save 
you being towed in. 
Propellers, Bearings, Packings. 
It very often happens that a propeller wheel will 
foul up with eel grass, or perhaps a rope, in this case 
it can be usually removed by reversing the direction 
of the propeller wheel. If the propeller wheel is put 
on T)y the ordinary taper and should come loose, un- 
couple the shaft from the engine and slide it balk 
until clear of the coupling, holding the shaft firmly 
and, giving the end of it. a sharp blow with any pie^ 
of .metal that is handy, being careful not to upset the 
end of the propeller shaft. Of course this operation is 
to be followed up as soon as: practical by hauling the 
boat out and setting up on the jam nut, on the out- 
board end of the shaft. 
Packing. 
Packing for stuffing boxes, where the stuffing box is 
sufficiently large enough to admit it, use square Italian 
hemp, which is laid up in Albany grease, for sale at all 
outfitters. This packing is not made smaller than one- 
quarter of an inch- for smaller sizes it is best tQ 
rebraid a part of the strands of small hemp and thor- 
oughly saturate with grease. Both of these pack- 
ings should be cut so that they form a ring exactly 
surrounding the shaft, using say two to three rings and 
placing them so that the joints are broken. Never put 
in packing by winding it around continuously, as in 
this form it is sure to cause trouble. 
Set Screws. 
Set screws, usually employed in small engines for 
fastening the propeller shaft into the coupling of the 
: f engine, are very much inclined to slip, and it is gen- 
erally the case that once slipping, they will continue to 
: do so. Therefore, in .putting in your shaft, set up 
on the set screw until a mark is made on the shaft, 
'.' then remove the shaft and file a flat spot sufficiently 
- large for the point of the set screw to rest on. Where 
set screws are exposed, in any locality where they are 
liable to come in contact with the occupants of the 
boat, they should in all cases be protected by a cover- 
ing of some kind, as they are very dangerous. 
Speaking of pipe and monkey wrenches, never use a 
pipe wrench on a nut bolt, or any part of the machine 
which it is liable to mar, as it will surely leave its mark. 
If it is desired to use a pipe wrench on a round 
finished surface, wrap a piece of tin around the surface 
then grip this with the wrench. A very good substi- 
tute for a pipe wrench is the ordinary omnkey wrench, 
laying a square nail or the end of a file on the object 
so that the wrench will jam. This little trick will often 
act as a good substitute for the pipe wrench. 
Installation 
of Marine Gasolene 
Engines, 
BY A. E. POTTER. 
At this season of the year there are manv who con- 
template ordering new power boats or engines for the 
coming season. To them in particular, as well as to the 
manufacturers or salesmen, it is essential that the instal- 
lation be made as safe as possible. Some manufacturers 
realize this necessity and insist on the very safest possi- 
ble ; others realize it, but count the cost ; while others still 
are careless or ignorant of what is necessary to protect 
the lives of their patrons or their own reputation. 
It is to be regretted that there are no federal re- 
quirements covering the installation of all gasolene ex- 
plosive engines. As the regulations now stand, the only 
inspection necessary is for boats of over fifteen tons, used 
for commercial purposes. The local inspectors make any 
rules they see fit in the absence of specific ones, vary them 
as they please, enforce them or not as suits them. 
No boat propelled by steam used for any purpose what- 
ever, even the ferry boat hauled across the river by a 
chain, is exempt from inspection, and must have a licensed 
man in charge, no matter whether he uses the boat for 
his own pleasure, taking out his family or friends, or in 
carrying passengers or freight. 
This regulation, I understand, was originally made to 
allow the use of naphtha and similar powered boats to 
be used for yacht tenders, made before the general use of 
the gasolene explosive engine for boat work. 
There are to-day plenty of people who would enjoy 
motor boating were they sure of a safe installation. I 
maintain that no one should be allowed to expose other 
people to unnecessary danger, growing out of his want of 
knowledge of the requirements of safety installation. The 
licensing of the operator is unnecessary, but the inspec- 
tion and registering of the boat is decidedly important. 
. The same rules should not apply to all boats. Regula- 
tions to be followed in installing an engine as auxiliary 
power in a cabin boat would necessarily be more exacting 
than in a small open launch. In a boat with a cabin and 
the engine installed in the cockpit, the regulations would 
need to be different from where the engine was inside the 
cabin. 
I should suggest the adoption of three sets of rules. 
These would work no great hardship to manufacturers or 
owners and the increased number in use would more than 
pay the slightly increased cost. The rules could be made 
to apply to all boats built or engines installed after a 
ertain time with certain modifications for installations 
already made. 
Open launches should have tanks made of copper or 
heavy iron, galvanized after it is made. These tanks 
should be in separate tight compartments, suitably vented 
with vent holes covered with gauze to keep fire from en- 
tering. Tank should have a circulation of water around 
it to wash out any accumulation of gasolene in the com- 
partment. Piping should pass outside close to the keel, 
and be protected from injury. For this purpose, annealed 
seamless brass pipe should be used. From where it enters 
the beat to the vaporizer, soft copper pipe should be used, 
with one or two bends in it to allow for a little vibration.' 
A tjght ..bulkhead should extend from directly back of the 
engine to directly in front, provided with a hand pump, 
so that water or any leaked gasolene would be easily re- 
moved. The air inlets to the carburetor, vaporizer, or 
auxiliary should be always covered with wire gauze 
strainers to prevent flame passing from the cylinders into 
the lower part of the boat where it might ignite an ac^ 
cumulation of gas. 
These same rules would apply to installation in a cabin 
boat with the engine outside the cabin. In addition there 
should be an independent bilge pump run by the engine to 
keep this engine compartment free from water and any 
chance gasolene floating on top. 
When the engine is installed below deck or inside the 
cabin, an additional precaution should be taken All re- 
lief or pet cocks connecting with the explosive 'chambers 
